Calling cam experts

[MrSpace]

M111
EV° AV° Spr° V-Hub Hub/OT Federn Einsatz KZ
256 260 112 10.0 0.8 Serie Strasse 0
260 264 112 10.3 1.2 Serie Strasse 1
264 264 110 10.4 1.4 Serie Sport 2
M111 mit Vanos
EV° AV° Spr° V-Hub Hub/OT Federn Einsatz KZ
264 264 100/120 10.0 1.9/0.7 Serie Strasse 0
268 264 100/120 10.4 2.4/1.1 Serie Sport 1

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Mercedes C180 / E 180 / C200 / E 200 / CLK 200 16 V ( Engine M111 )
Duration Peak timing Valve lift Lift at TDC Spring set No
256/260 110/112 9,9 0,6/0,8 Set 71.400.001
260/262 112 9,9/10,3 0,8/1,2 Set 71.400.001
264/262 110 10,4/10,3 1,1/1,4 Set 71.400.001
Mercedes C220 / E230 16 V ( Engine M111 )
Part No. Duration Peak timing Valve lift Lift at TDC Spring set No
12046001-E 264 120 - 100 10,0 0-1,9 71.500.001
12046001-A 258 109 9,9 0,7 71.500.001
12046002-E 266 120 - 100 10,4 0,2-2,4 71.500.001
12046002-A 262 110 10,4 1,1 71.500.001

==========

Schrick
Part No. Cam lift Duration °CRA Valve timing Valve Valve accessories
(Valve lift) Intake/Exhaust °CRA lift at Clearance
I / E [mm] Peak Timing IO-IC-EO-EC TDC I / E [mm]
I / E [mm]
0285 E1 641-00 10.3 264/ /120-100 12-72 - 32-52 0.3-2.3 hydr. tappet 0863 13 801
(112) (20-64) (1.0)
0285 A1 601-01 10.0 /260/110 -60-20 1.3 hydr. tappet 0863 13 801


Now that's 14 different setups.
I think our cars doesn't have vanos, which is a variable valve timing. So we can remove two from the first bunch, 5 from the second bunch and one from the third (I'm assuming when some data is variable it means it's for variable timing)
Also we can remove the sport ones in the first bunch because they don't have a good idle (race application)

it gives us that:



M111
EV° AV° Spr° V-Hub Hub/OT Federn Einsatz KZ
256 260 112 10.0 0.8 Serie Strasse 0
260 264 112 10.3 1.2 Serie Strasse 1

==========

Mercedes C220 / E230 16 V ( Engine M111 )
Duration Peak timing Valve lift Lift at TDC Spring set No
258 109 9,9 0,7 71.500.001
262 110 10,4 1,1 71.500.001

==========

Schrick
Part No. Cam lift Duration °CRA Valve timing Valve Valve accessories
(Valve lift) Intake/Exhaust °CRA lift at Clearance
I / E [mm] Peak Timing IO-IC-EO-EC TDC I / E [mm]
I / E [mm]
0285 A1 601-01 10.0 /260/110 -60-20 1.3 hydr. tappet 0863 13 801


In the ones left, which one should I pick?

By looking at numbers by myself, they are all pretty similar, the third one seems to be the mildest of all. The three others are almost allt he same, witch all slightly different numbers.

Now I need someone who knows cams to guide me from there.

Etienne

[VIP_MBZ]

A higher duration is going to allow more overlap to make greater mid to upper end power, at the sacrifice of low to mid range efficiency (which is why the idle becomes lumpy when the durations get too extreme).

With this in mind, knowing that with the Kleemann K23 kit, the supercharger has a tendency to overspin at high RPMs, this would be a bad idea if you are so-equipped.

Otherwise, I'd go for the 260/264 setup and get the ECU reprogrammed accordingly, possibly with a higher redline if the motor can take it.

-Ray

[MrSpace]

no I have an ASP which doesn't overspin the SC

Etienne

[VIP_MBZ]

I think the biggest drawback from my experience is that the powerband, although more potent, will become more narrow and peaky (depending on the cam specs). In my case, with the automatic trans, it's not really that attractive of a mod.

-Ray